Statistics and projects in China rail, the modern part of the
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Last update: October 2006
This page shows a selection of the newest projects in China like
new line building, line improvement, development of new
locomotives etc. The source is most of the time China Railways
magazine, published by the China Academy of Railway Science.
has on sale a statistics books for 1949 to 2001: CR Facts, order
by mail to Chinese Railways Editorial Dept., 2 Daliushulu, Xiwai,
Beijing, 100081. (Same building as the Bachmann model shop). The
booklet costs USD 10,- including postage. It is issued every year
(Source: China Railways Magazine 1997, 1998, 1999, 2000, 2001,
||increase 2000 vs.
|lengthn of network in km
|million person trips
|number of speed rise (passenger train pairs)
|Number of km where speed is raised
|average loaded cars per day
|million tons freight shipped
|billion ton km freight
|average freight speed km/h
|daily freight loco km
|daily freight loco ton-km
|average freight train tons
|Revenue Billion RMB
||53,8 (1st half year)
|27.31(1st half year)
||18.69 (1st half year)
||+13.2% (no price increase!)
|Import/export in Million tons
|6.26 / 6.38
||+23.4% (+87% vs 1998)
||fastest rise, export +95%
|Number of railway employees
Line building in China recently and
In 2001, the total line lenght of China
Railways exceeded 70.000 km. 23.000 km were double tracked and
17.000 km electrified. China Railways is the thrid longest railway
in the world, and in double tracked and electrified lines it is
number 1 in Asia.
Planned railway construction in China during
2001 to 2005: 350 billion RMB investment.
China Daily 2001-6-19.
Planned railway construction in China during
1998 to 2002
Source: Chinese Railways Magazine No. 2 / 1998
Cao Jing, General Director of Planning Department, Ministry of
Total planned investment in railway construction: 250
billion RMB (50 billion annually) (compares to 155.8 billion RMB
Money is not only for line building and electrification, there
are other planned improvements also, including better signaling,
centralized control and higher speed.
The following projects are planned (China Railway Magazine
2/2001) (some more described further down):
Electrification in 10th five year plan (2001-2005)
- Lanzhou-Zhongwei-Yinchuan-Shizuishan (completed in 1998,
following that, steam operation on the branch line to Rujigou
was replaced by diesel)
- Chengdu-Kunming 1094 km, ready in 2001
- (Kunming)- Hongguo-Liupanshui
- Baiguo-Zhanyi 136 km
- Neijiang-Yibin (-Liupanshui) 116 km
- Guangzhou-Chenzhou-Changsha-Wuhan 928 km (Guangzhou to
Chenzhou ready before 2001, to Changsha 15 August 2001,
remaining part on 1 Oct 2001)
- Nanping-Fuzhou (ready in 2001)
- Zhenzhou /Yeashan-Beijing
- Shenmu ó Shuozhou ó new line straight east to
- Dalian-Changchun-Harbin 946 km (Shenyang-Harbin completed in
August 2001, Dalian line Nov 2001)
- Waiyang-Fuzhou 192 km
- Beijing-Shangahi 1460 km
- Jinan-Qingdao 372 km
- Zhengzhou - Xuzhou 345 km
- Xinxiang - Yuashan 76 km
- Shimen - Huaihua 348 km
- Wuwei - Zhangye 257 km
- Tianjin - Shenyang 710 km
- Hanzhou - Zhuzhou 947 km
- Shanghai - Hangzhou 202 km
- Goubangzi - Haicheng 95 km
- Luoyang - Xiangfan 370 km
- Shijiazhuang - Dezhou 183 km
Double tracking: (9th five year plan, some of the projects
ocntinued in 10th five year plan)
- Baotou-Shizuishan 401 km (complete in October 2000)
- Yangpingguan-Chengdu 400 km
- Liupanshui - Zhuzhou 873 km (to be opened in 2002)
- Litang-Nanning 95 km
- Litang-Zhenjiang 256 km
- Heze - Yanzhou - Rizhao 445 km
- Lancun-Yantai 184 km
- Wuhu Yangtse river bridge
- Capacity increase Xining - Golmu
- Siping-Qiqihar K504 bridge
Double tracking in 10th five year plan:
- Xiangfan - Daxian capacity increase
- Longchuan - Dongguangdong 220 km
- Tianjin - Bengbu capacity increase 8 km
- Songhuajiang bridge on Suihua - Jiamusi line
- Kuishan tunnel of Linkou - Dongfanghing line
- Zhengzhou east - Zhengshou west
- Hangzhou-Ningbo 155 km
- Baoji - Lanzhou 476 km
- Beijing - Tianjin four tracks 93 km, new high speed line.
- New Shanghai South station
- Beijing - Qinhuangdao speed raise (299 km, to 200 km/h,
completed October 28, 2002)
- Guangzhou - Shenzhen four tracks 143 km
- Xuancheng - Hangzhou 235 km
- Taiyuan - Yuanping 67 km (on line to Datong)
- Nanjing - Wuhu capacity increAse 82 km
- Siping - Qiqihar and Dahushan - Zhengjiatun capacity increase
- Capacity extension Yan'an Bei - Xinfengzhen
- Capacity extension Kunming - Zhanyi 140 km
- Capacity increase Urumqi - Alataw pass
- Capacity increase Guiding - Liuzhou
- Capacity increase Wuhan - Jiujiang 158 km
- Capacity increase Houma - Zhongjiacun
- Ankang - Daxian 305 km
- Lanzhou-Wuwei 295 km
High speed passenger lines:
- Beijing-Tianjin-Jinan-Nanjing-Shanghai (about 1300 km)
- Qinhuangdao-Shenyang 404 km (later added: Beijing to
Qinhuangdao speed increase)
Qinhuangdao-Shenyang high speed line is being electrified since
Oct 16, 2001. The line was opened in 2003.
New lines (9th five year plan, some of the projects continued
in 10th five year plan)
New lines in 10th five year plan
- Korla-Kashi 970 km (open in 2000)
- (Neijiang-) Yibin- Kunming (new are 358 km from Shuifu to
Meihuashan) Open 19 Sept 2001, to be electric from June 2002.
- Shenchi-Yuanping-Jining-Huanghua harbor 587 km
- Shenmu Bei -Yan'an Bei 385 km (Open in April 2001 due to
newspaper reports, but not in Chinese timetable from autumn
2001. Even China Railways magazine says it would be open in
- Xi'an - Nanyang - Xinyang - Huangchuan-Hefei-Nanjing 1129 km
- Xi'an - Ankang 268 km (with Chinas longest tunnel, Qinling
tunnel, 18 km, in between). Open to traffic Jan 2001, according
to China Railways Magazine.
- Daxian - Wanxian (Could
this be the opening of it? )
- Handan-Jinan 268 km
- Meizhou - Kanshi 152 km
- (Shuozhou - ) Shenchi - Huanghuagang 586 km
- Zhanjiang-Hai'an - Basuo 347 km
- Liupanshui - Baiguo 121 km
- Daxian - Wanxian 163 km
- Zuoquan - Mation 44 km
- Xilinhot - Sanggendalai 152 km
- Chongqing - Huaihua 640 km
- Yiyang - Yongzhou 223 km
- Longchuan - Longyan (Ganzhou-Longyan construction start end of
- Yuxikou - Wuhu (new Yangtse river bridge 10 km or so, complete
- Xinyi - Yancheng-Wuxi (on Nanjing - Shanghai line) ó
Changxing 526 km
- Changjiangbu - Jingmen 160 km
- Nanping - Hengfeng (not mentioned in China Rail Magazine
2/2001, but earlier)
- Yiyang - Loudi - Lengshuitan 247 km (not mentioned in China
Rail Magazine 2/2001, but earlier, probably already open)
- Jiaozhou - Xinyi 301 km
- Golmud - Lhasa (1118 km). Construction started 29 June 2001.
Line opened 1 July 2006.
- Yantai - Dalian railway ferry (foreign investment is invited
- Nanjing - Hai'an 220 km
- Beijing - Beijing xi underground line 7 km
- Ganzhou - Longyan 277 km
- Tongling - Guichi 67 km part of Jiujiang - Tongling
- Suining - Chongqing passenger railway line (to shorten travel
time Chengdu-Chongqing from 10 to 4 hours) 147 km
- Wenzhou - Fuzhou 310 km
- Changcha - Hengyang dedicaterd passenger line 185 km
- Wuhan railway bridge 2
- Shanghai - Pudong 81 km
- Yongzhou - Yulin 587 km
- Wanxian - Yichang 420 km
- Beijing - Shanghai passenger line 1300 km
- Yunnan cross border railway 619 km
- China - Kyrgyztan and - Uzbekistan lines 215 km (from Kashi)
- Shanghhai - Hangzhou dedicated passenger line 202 km
- Hefei - Nanjing section in Xi'an - Nanjing line 175 km
Down under added in Jan 2001: Source:
China Railways Magazine No. 2/2000
Korla - Kashi line
Length 975 km, opened to traffic on May 6, 1999. Diesel traction.
Handan - Jinan line
(231,7 km long) opened to traffic (constructed since 1997, accepted
Beijing Xi - Huangchun line
(22 km) opened 15 July 1999
Neijiang - Kunming railway:
Yibin - Liupanshui - Hongguo 370 km Start of construction in 1998.
Track laying and bridge building on section south of Yibin in June
2000. The new line is has a total of 248 km track length, including
160 bridges and 94 tunnels (68,8% of the line). The actual new line
is 77 km long. Height difference is 1378 meters. Ruling grade 23.5
per thousand. The northern section under construction met the
southern section at Zhaotong, Yunnan province on Sept. 19, 2001.
Total ine has 254 bridges and 160 tunels. To be electric in June
Electrification of Neijiang - Yibin line
Total length 116 km. Design standard presently single track level
II. Capacity is low, Grade 12 in thousand, curve radius down to 300
m. Capacity must increase when the Anbian-Meihuashan section of the
Neijiang-Kunming line opens. Yibin - Anbian electrification is also
under way. Station length will be 850 m, SS3 locomotives will be
used. Investment is 650 million RMB.
Qinhuangdao - Shenyang High Speed passenger line
Length data vary between 407 and 422 km. Design speed 200 km/h, but
with possibility for further increase in the future. It ise an
electrified double track line for passenger trains only, which is
removed from the old line. Station length is 650 m, maximal grade 12
in thousand. Investment cost is 14.78 billion RMB. Project start was
4 August 1999, start of electrification on Oct 16, 2001, opening in
2003. They already talk about extensions to Harbin and Dalian...
The line speed on the line Beijing - Qinhuangdao is increased to 200
Beijing - Shanghai high speed line
Planned during the tenth 5 year plan (until 2004). No details known
yet. According to German newspapers in June 2001 the Chinese were
checking possibilities to build this line with maglev technology.
This line is built in normal railway technology from 2006 to 2012.
Heze - Yanzhou - Shijiusuo line double tracking
Length 449.7 km. Double tracking is done because of an estimated
freight volume in 2005 of 27 to 30 Mt. A lot of coal transportation
to the harbor Shiyansuo is planned. Technical standard will be level
I, max. gradient 4 in thousand. Minimum curve radius 1000 m
ordinarily, and 400 m in difficult sections. The line will use
diesel locomotives with a max. train weight of 4000 t (DF4B?), which
will be increased to 5000t later. Station length will be 1050 m.
Investment 5 billion RMB. Project start was April 15, 1999.
Completion is planned in 2001.
Xiangfan - Chongqing line: Renovation of Xiangfan - Daxian
The line has low standard, has suffered from natural disasters and
has generally a too low capacity. This will worsen after opening of
the Xi'an - Ankang line. The Ankang- Daxian section is 631 km long.
Currently is carries about 12 Mt freight and 7 pairs of passenger
trains. Estimates for 2005 speak of 12 pairs of passenger trains and
13 Mt freight. The project will increase this (electrified) line's
power supply and supply more powerful locomotives. The line has
sections with up to 13 in thousand grades and curve radius of 500 to
700 m. Freight load is 4000t. Stations are 850 m long. 950 million
RMB are to be invested from December 1999 to 2001.
Electrification of the Waiyang to Fuzhou line
Total length 186 km. Present design capacity 9.2 Mt freight and 10
pairs of passenger trains. This capacity is used. Estimates for 2005
speak of 14 pairs of passenger trains and 12.8 Mt freight. The line
is being electrified and the stations are lengthened. The line is a
level II single track line. This status will not change. Stations
are 750 m long. Trains will be 3500 tons. The investment is 1
billion RMB, project start was August 13, 1999.
Electrification of Zhanyi - Baiguo line
Total length 136 km. It is a level I single track line with 12 in
thousand max. grade. Minimum curve radius is 600 m, but in difficult
sections Hongguo to Baiguo 400 m and Zhanyi - Hongguo 500 m.
Locomotives will be SS4 on Hongguo to Baiguo and SS3 else. Station
length will be 650 to 880 m. Investment is 667 million RMB and the
project started on Dec 8, 1999. Zhanyi to Hongguo is being newly
Renovation of Xining to Golmud line, Railway to Tibet
Length 846 km. Poor state now with natural disasters and other
operating problems. Capacity is now saturated. Maximum train weight
and speed to be increased. Precautions against natural disasters are
part of the project. The line is a state level 1 single track line
with a ruling grade of 6 in thousand and 12 in thousand in one
section where double traction is used. Locomotive type DF4B. Minimum
curve radius 300 m. Station length 650 m, maybe to be extended later
to 850 m. Dispatching, which was local, was centralized. Investment
700 million RMB. Project start Dec 8, 1999, completion in 2001.
From June 2001 this line is being extended on its west end
towards Lhasa in Tibet. The line was opened on July 1, 2006.
Nanning to Kunming capacity increase
The originally postponed stations are being built from 2002.
Litang - Nanning double tracking (Nengyang - Pingxiang line)
Length 130 km. Freight is now nearly 9 Mt in both directions. The
line is a level I line. The project is important for the
Nanning-Kunming line. Estimate for 2005 is 18 pairs of passenger
trains and 16.2 Mt freight. In addition to the second track, the
existing line is to be renovated. Speed shall be raised to 100 km/h
and train weight to 3500 t. 95 km from Litang to Funing must be
double tracked. Curves will be widened to 600 m and grade reduced to
6 in thousand. New 37 km of single track are to be laid from Funing
to Nanning Nan. The sharp curves on the section Funing to
Changgangling will be widened. Engines type DF4B are to be used.
Station length will be 850 m and train weight 3500 t. Investment
1.57 billion RMB. Construction period from December 1999 to 2001.
Baoji to Lanzhou double tracking.
In 1998 the actual transported freight was 24.29 Mt, in addition to
20 pairs of passenger trains. Estimated for 2005 are 33 Mt freight
and 30 passenger train pairs. Designed capacity is 23.34 Mt freight
and 20 passenger train pairs. Double tracking will give a capacity
of 50 pairs of passenger trains and 60 Mt freight. Passenger train
speed will also increase significantly (maybe because waiting for
meeting trains will be less?).
The line is 487 km long, including 175 km single track, 14 km double
track and 298 km parallel sections. Bridges and tunnels are 21% of
the line. Max. grade will be 13 in thousand, min curve radius 400m.
Station length will be 850 m, 870 m in sections with double
traction. Locomotives will be SS3 (thus, the existing SS1 will maybe
be withdrawn?). Max. train weight will be 4000t. Total investment is
10 billion RMB. Project start December 1999, Opening in 2003.
China Railways Magazine number 17 (2/2001) tells also that
Lanzhou to Wuwei will be double tracked in the period until 2004
(10th five year plan). (The torturous line over the Wushaoling
pass (earlier known as Tianzhu) at 3000 meters altitude was
replaced by a new basis tunnel in August 2006).
Sanggendalai to Xilinhaote
This 152 km long new line is built by the Jitong Railway and is discussed under its own
page . It was opened on August 1, 2002 with diesel traction
China Rail Projects
(Source: China Railways Magazine 2/2000, 1/2001, 2/2001)
The line from Harbin to Manzhouli is being upgraded for 8 billion
Yuan during 2001 to 2005.
Goal for passenger train speed on main lines: 500 km distance
with possibility to return same day, 1500 km distance covered in
12 hours, 2000 km distance covered in 24 hours. This speed is to
be implemented on a total of 10000 km lines.
Fast freight network between 30 major cities. (Container trains
and other high level freight). Container cars for a speed of 120
km/h are being manufactured already.
Axle load increase for freight trains to 25 tons.
There are still problems with freight capacity, part of it
aggravated because of the increase in speed of passenger trains.
This had led to the plan to introduce 25 tons axle load and 6000
tons freight trains on main lines. 25 tons axle load is possible
on the existing main lines and their bridges. With the existing
track lenght of 1050 meters in most main line stations, trains
cannot be extended beyond 5000 tons without increasing axle loads.
Prototype cars have been produced and tested, and we should see a
gradual shift to production of new heavy haul cars.
New software systems to track trains, cars, goods and containers
online, new systems for ticketing and passenger management,
monitoring systems for trunk lines etc.
New systems for online traffic supervision on the most bury trunk
lines, especially for the safety.
Development of a locomotive or EMU and cars capable of running
200 to 270 km/h and a tilting train. The motive unit will have the
level of international motive units in the 90s. (Class SS8
electric locomotive and DDJ1 EMU). The "Lanjian" EMU (2
Motor cars, 5 trailers) from Zhuzhou has been tested at 235 km/h
and runs between Guangzhou and Shenzhen. The "Dabaisha" EMU, also
7 cars long,m but only one locomotive, from different factories,
has been test run at 223 km/h and runs between Guangzhou and
Shenzhen. The "Xianfeng" EMU, with distributed driving axles, from
PUzhen, has been test run at 250 km/h and also runs between
Guagzhou and Shenzhen. China Railways Magazine 2/2002 has an
article about EMU and DMU development in China. The trouble with
test running these trains is that the loop test track in Beijing
only allows 160 km/h. Thus test running above this speed has to be
done on real lines in between traffic.
Class SS8 is capable of running at 200 km/h.
Class SS7E built in Datong has a speed of 170 km/h, but Datong
works on an engine with 270 km/h speed and AC drive in 2002.
Development of diesel and electric locomotives with AC
transmission. (Electric Bo Bo + Bo Bo DJ1, 3 locos built by
Siemens, Graz, Austria based on German class 152, 17 built by
Zhuzhou). Two engines SS9. DF4DAC 8001 outshopped Dalian 28 June
2000, 4000 HP, traction equipment from Siemens. The first two
prototypes are based on the well known DF4D. The numbers are
DF4DAC 8001 and 8002. The engines are painted in white, dark blue
and red. DF4DJ 0001 is another AC prototype. Beijing 7th February
work has outshopped an AC DF7 in 2002.
Ziyang locomotive factory has developed in 2002 a new type pf
DF8B engine with AC transmission and 4200 kW. (The normal DF8B is
rated at 3680 kW).
System for traffic control and monitoring for high speed lines.
Mechanization of heavy track maintenance on busy main lines.
Partly this should be reached by developing Chinese machinery (but
as of now MOR is not pleased with the current state of quality and
capability of Chinese equipment (China Railways Magazine 2/2000).
A general investment in the development of light rail and subway
equipment. Amongst others, the cities of Chongqing, Kunming,
Tianjin and Beijing all plan to either renovate, improve, extend
or build new light rail and subway systems. The goal is to develop
domestically manufactured equipment.
China's Minister of Railways Liu Zhijun says that
in the five years from now to 2010, China will build 19,800
kilometers of new railway lines, modernize 15,000 kilometers of
existing railway lines, boost passenger train speed to 200 km per
hour with fast trains traveling at more than 300 km an hour, and
increase the load of freight trains with a single engine hauling
over 5,000 tons.
Under the railway development plan approved by
the Chinese government, every year 4,000 kilometers of new tracks
will be laid, 3,000 kilometers of existing tracks electrified, and
more fast passenger trains, including the maglev trains, and large
capacity freight trains introduced.
Liu says he hopes that by 2010, China's railway
networks will be able to carry 30 percent more passengers and 30
percent more freight to alleviate the heavy demand for railway
As a developing country, China relies heavily on
railways -- the cheapest means of mass transportation. Statistics
show that in China, the energy consumption ratio of transportation
by air, road and railways is 11:8:1. So at present, the railways in
the country do the transportation of 75 percent of coal, 66 percent
of ore, 62 percent of iron and steel, as well as 56 percent of
China now has 75,000 kilometers of railways, with
6,500 kilometers built in the last five years. China's economy has
been developing at an annual rate of more than 9 percent on average,
but the length of its railways grows at a 9.5-percent increase in
"We have been using 6 percent of the world's
operational railways to move 23 percent of the total people and
freight transported by the world's railway systems each year," Liu
To increase railway transportation capacity,
China has continuously increased the speed of both its passenger and
freighttrains. Since 1997, China has raised its train speed for five
times, boosting passenger train speed on 22,100 km of tracks to 120
km/hr, on 14,000 km of tracks to 160 km/hr and on 5,370 km of tracks
to 200 km/hr. The speed of freight trains on the above-mentioned
tracks has also been raised to 120 km/hr.
Before the speed raises, China's trains used to
travel at 60 km/hr.
Liu says that the fifth speed raising launched in
2004 alone has increased the passenger and freight transportation
capacity of China's railway networks by 18.5 percent and 15 percent,
China is now preparing for the sixth train speed
raising. He Wuhua, chief engineer with the Ministry of Railways,
said the target of the sixth speed raising, scheduled to take place
this year, is to extend the tracks that accommodate trains running
at 200 km/hr by 6,000 kilometers.
In the next five years, Liu says, China will
further raise the speed of passenger trains to 200 km/hr on another
13,000 km of the existing rail tracks, in addition to building
dedicated lines to passenger trains. He adds that the speed of
freight trains on all tracks will be raised to 120 km/hr by 2010.
Despite repeated speed raises, the transportation
capacity of China's railways still lags far behind the need of the
country's booming economy.
According to statistics released by Chinese
Railways Magazine, passenger trains in China provide only 2.41
million seats but sell 3.05 million tickets a day (4.2 million
tickets at peak days), leaving many passengers no choice but to
stand in the aisles; railway transportation authorities can provide
110,000 freight cars a day, but the nation's daily average demand
for freight cars is 280,000, with over 60 percent of the demand left
In 2010, there are about 5000 km of high speed lines.
China Railways shall have a network of 120.000 km in 2012.
To meet the increasing demand for railway
transportation, railway planners have called for the building of
high-speed dedicated passenger railway lines and the shifting of all
freight transportation to the existing tracks.
In 1999, China started to build its first
passenger-train-only railway. The 404-km Qin-Shen railway went into
service in 2003, with a designed train speed at 200 km/hr and a
rushing speed at 300 km/hr.
Liu says in the next five years, China will build
9,800 km of dedicated passenger railway lines, or 50 percent of the
new lines to be built in the country. Of the 9,800-km dedicated
passenger railway lines, 5,457 km will accommodate trains running at
a speed above 300 km/hr.
The Ministry of Railways has announced that it
will soon start the construction of a 1,318-km dedicated railway
line linking Beijing with Shanghai, which allows trains to run at
350 km per hour.
Wang Yongping, a spokesman with the Ministry of
Railways, says the fast train service to be launched by 2010 will
cut train trips between Beijing and Shanghai from current 14 hours
to only five hours.
"The Beijing-Shanghai dedicated passenger line
can relieve the existing tracks of the heavy pressure from passenger
transportation, thus increasing the freight transport capacity of
the existing tracks by 50 million tons a year," says Ji Jialun, a
professor with Beijing Transportation University.
The Chinese government has also approved the
construction of a maglev passenger railway between Shanghai and
Hangzhou with German technology. Train speed on the 175-km maglev
line is expected to reach 450 km/hr, cutting the
2-hour-and-20-minute trip to only 30 minutes. (Other sources tell
about the same line in conventional technology).
Heavy Loading Cars
To increase the freight transportation capacity
of the railways, China will introduce 70-ton freight cars, which
carry more goods than the 60-ton freight cars presently in use.
(23.5 tons axle load).
According to the plan of the Ministry of
Railways, China will roll out 70-ton cars for general use, 80-ton
cars for coal and 100-ton cars for ore, iron and steel in the next
The adoption of heavy loading freight cars can
help reduce the length of a train set, making it possible for
existing railway station platforms to accommodate heavy hauling
"We will produce 1,000 more engines that can pull
5,000 tons of goods and run at 120 km an hour in the next five
years," Liu says.
China's six major railway trunk lines now all
have 5,000-ton freight train service. The Ministry of Railways is
even running 10,000-ton freight trains on the Da-Qin Railway, with a
designed annual transportation capacity of 100 million tons. The
line's actual annual transportation volume reached 203 million tons
China will also develop railway container
transportation, making 10,000 km of tracks able to accommodate
double-deck container transportation, and establishing an annual
capacity of 10 million TEUs.
To realize the planned leap-forward in railway
development, Liu says China will invest 1.25 trillion yuan (150
billion U.S. dollars) in the next five years. He adds that the
country will mainly rely on domestic technology and manufacturing in
railway development, though it also needs to import some key,
advanced technologies from abroad.
Number of steam
locomotives owned by China Rail
(Source: Lok-Report 7/2001,
Florian Schmidt, earlier data from Florian Schmidt, from China
Capacity of locomotive industry in China in 2000: About 1000
locomotives toal, if which 200 electric. In 2002, 450 electric and
1000 diesel engines.
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